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6 Sheets-Sheet 1. R SMITH RBGIPROGATING PROPELLER.

Patented sep1;.2 6, v1882.`

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Patented Sept. 26,I 1882.

R. SMIT-H.

REGIPROGATNG PROPELLER.

(No Model.)

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(No Model.) A 6 Sheets--Sheet 3.

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,REGIPROGATINGPRQPELLER s Smm Patented Sept @mi2/50X' RZC'/U c( Smwqa.

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(No Model.) s sheets-sheet 4.

R. SMITH.

REGIPROGATING PRUPBLLEB..

Patented Sept. Z6, 1&8'82.

6 Sheets-Sheet 5.

(No Model.)

R. SMITH. REGIPROCATlNG PROPELLER.

Patented Sept. 26, 1882.A

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6 lSlleets-Slluet 6. R. K@SMITH REGIPRO (No Model/0 PELLLR.

QALNG Pao No. 264,903. Fmg/d ept. 26, 1882.

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UNITED STATES PATENT @Eri-CE,...

RICHARD SMITH, OF SHERBROOKE, QUEBEC, CANADA.

RECIPRCATING PROPELLER.

SPECIFICATION forming part of' Letters Patent No. 264,903, dated September 26,` 1882,

Application filed January 9, 1882.

1 Propellers; and I do hereby declare the following to be a full, clear, and exact description f ot the invention, such as will enable others skilled in the art to which it appertains to make and use the same., reference being had to the acompanying drawings, and to letters V or figures of reference marked thereon, which form a part of this specification.

This invention is to be considered in the light of an improvement upona class of propellers shown and described in Letters Patent offthe United States issued to myself on the 71h day of June, 1881, in which one or more folding blades or vanes, expanding when driven in one direction, create resistance upon or to the water to propel the vessel, and folding on thc return or retreat stroke to offer no resistance to the progress of the vessel, are

hinged at their bases or pintles to the outer' end of the propeller-shaft, which in turn is secured to the outer end of the piston-rod of a steam-cylinder,' the edges of the blades or valles being pivoted by suitable connectinglinks to thcend of the piston-rod of a second steam-cylimlerindependentof butco operating with the first.

In the pratical working of the propeller as above patented I have encountered several serious obstacles, which my present improvements areintended to correct. First, the action of the blades as they close upon the water in folding as the propeller completes its activeV stroke in driving the vessel forward tends to neutralize the legitimate functions of the propeller by exerting a resistance to the waterin the wrong direction, thereby inducing a retarding motion or backward draft upon the vessel second, the shocks or thrust upon the vessel and machinery from the pounding77 of the prope1ler--thatis, the sudden resistance to the water on the starting of the propeller in its active stroke to drive the vessel ahead as its blades expand and bring up against their bearings. I obviate the objection tirst named by cutting off steam from the primary or main cylinder before the piston of the auxiliary cyl- (No model.)

inder reaches thel end of its stroke, and admitting steam to the said side cylinder coincident with the completion of the stroke of the main piston and as the traverse of the propeller bod|l y ceases, by which means theblades arcfully closed as the outgoing stroke'terminates and offer no resistance to the water on the return-stroke. Therefore the final act of closing the blades becomes a means of aiding rather than retarding the propulsion of the vessel,.as the tendency is to crowd the water rearward from before the blades, in lieu of drawing it forward into them, when the propeller is under rapid headway in its returnstroke. I obviate the secondnamed objection by first admitting live steam to the primary cylinder at the beginning of the active stroke (when propelling the vessel ahead) and advancing the cross-head to which the blades are pivoted until such blades are nearly open, and then admitting live steam to the side cylinder or cylinders, and exerting the full power ofthe combined cylinders toadvance the propeller bodily and permit the resistance of the water to complete the unfolding of the blade or blades with an easy motion and allow the cross-head to gradually overtake the blades, thereby avoiding the shocks and thrusts incident to the sudden full opening of the blades against the crosshead.

My improvements further relate to means for converting the reciprocating rectilinear movements of the piston-rods into continuous rotary motion in one direction ofthe cam-shaft which operates the various valves of the en gine, the same being a clutch-feed mechanism consisting of a horizontal rock-shaft composed of a spiral bar arranged in longitudinal alignment with the auxiliary cylinder(which is disposed to one side ot' the main cylinder) and rocked on its axis in alternately opposite directions to the extent of one-half a revolution in each direction by the traverses in right lines of a cross head which surrounds the spiral bar or shaft and unites the propellershaft and main piston-rod, these intermittent semi-rotary movements of the rockshaft being converted into continuous rotary movements of the cam-shaft by a series of gears and dogs as hereinafter explained.

My improvements further relate to means for absorbing or greatly relievingthe shocks IOO and thrusts to the vessel and machinery,which would otherwise naturally result from suddenly arresting the momentum and changing the di- `rection of stroke of the propeller in the absence of a crank-motion, this feature in my improvements being accomplished by the employment of dash-pots77 between each end of the crosshead which connects the propeller-shaft and main piston-rod and the standards or bearings 1o which support respectively the outer end of the frame and inner portion of the latter.

My improvements further relate to the peculiar or novel construction of the cylinders and their ports and valves, whereby steam is first -I5 admitted to the primary cylinder at the beginy ning of the active stroke of its piston in propelling the vessel ahead until the propellerblades are nearly open, and then admitted to the side cylinders, whereby the latter operate with the first or main cylinder in advancing the propeller bodily and allowing the resistance ot' the water to gradually close its vanes, as before. premised, and also whereby admission of steam to the main cylinder is cut oft' and its piston (during the active stroke ofthe latter in driving the vessel forward) brought to a stop before the propeller-blades begin to close, the auxiliar;l pistons advancingto close the blades, while tll'e main piston remains idle.

My improvements further consist in a single camshaft rotating continuously in one direction and carrying a series of cams, and operating with the series of valves and valve-levers to actuate the entire series alternately when advancing or backing the vessel, the shaft being shugged endwise to one or the other ot'its extremes of position, according' to the necessity for opening or closing the valves, to effect the advance or the backing ot' the vessel, as the case may be.

My improvements further consist in the novel construction ofthe cams for actuatin g the valvelevers, in which each cam is a plate independent of the hub which carries it, and is secured to the end of the hub in an adjustable manner, a sectoral plate, also secured adjustably to the hub, being employed, in order that the valves which govern the admission ot' live steam to the cylinders may be adapted to cut off such steam at any point in the traverse of a given piston, it being borne in mind by the reader that the live-steam ports are always live-steam ports, while the exhaust-ports are at all times exhaust-ports, and the two are not used altern nately in common, as in ordinary steam-engines.

Minor details of my improvements will appear during the following description ot' the Various parts of the apparatus.

The drawings accompanying this specifica- 6o tion represent, in Figure 1, a plan, in Fig. 2 a vertical section, in Fig. 3 a side elevation, and in Figs. 4, 5, 6, 7, 8, 9, 10, and 11 crosssections, of an engine and propeller containing my invention; and Fig. 12 is a horizon- 6 5 tal section of the three cylinders of a steamengine and propeller containing my improvements or invention. Fig. 13 in said drawings represents a vertical longitudinal section through one ot' the cross-heads of the propel- Iershaft. Fig. 14 is a side view of the camshaft and its cams. Fig. 15 is a face view of one of the cams. Fig. 16 is a plan ot' the cylinders, showing the various valve-passages in dotted lines. Fig. 17 is a section of one ofthe cams. Fig. 1S is a vertical cross-section of the cross-head of the propeller-shaft. Fig. 19 is a side elevation. Figs. 20 and 2l are sections of the'trai'n of reversing-gears, to be explained.

Fig. 22 isa section of one of said gears. Fig. 23 is a section of one ofthe cams and eut-ods. Fig. 24 is a side viewof one ot the cut-offs.

Reference being had to the above-nanied drawings, it will be seen thatArepresents a horizontal steam-cylinder, which constitutes the primary or main cylinder ofthe engine, and is provided with a piston, B, and piston rod (1 in the usual manner. No general steam-chestis employed in this engine, as in ordinary steamengines; but the body ot' metal of which the cylinders are cast is reduced to a iiat surface or table upon the top at each end, as shown at D or D', and each valve is contained in a chamber in an independent boss erected upon the table.

B2 B3 in the drawings represent two lesser or auxiliary steam-cylinders, arranged parallel with and upon opposite sides of the main or center cylinder, A, the combined area or capacity ot' these auxiliary cylinders being preferably somewhat in excess of that of the said main cylinder,in order to-obtain a preponderance of power over the latter for purposes hereinafter explained. The cylinders 152 B3 are virtually one, as they have free intercommunication by passages Z Z. (See Figs. 5, l0, and 12 of the drawings.) The pistons ot' the side cylinders are shown at E E', respectively, and the rods of such pistons at W W2. The piston-rod C ofthe main piston B plays within a guideor standard, C7, erected upon the bedplate I)7 of the engine, immediately in rear of the three cylinders, the outer end ot' this rod C being secured to theinner end of a horizontal tubular cylinder or cross-head, c, which is supported at bottom upon and slides to and fro of ways or guides t4 upon the base-plate before named. rEhe two auxiliary piston-rods W W2 are connected at their outer ends to opposite ends of a horizontal bar or yoke, V', which intercepts the cross-head c ofthe main rod C at right angles to the latter by passing through longitudinal slots b b in opposite walls of said head c. the length of these slots b, as in my patented propeller above alluded to, being such as to permit of the requisite play ot the auxiliary piston-rods in opening or closing the vanes of the propeller.

From the yoke V the construction of the propeller itself is in this instance substantially the same as that shown in my patent alluded to; but to properly explain the operation of my present invention it will be essential to describe brielly the construction of the propeller, which is as follows:

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264,903 y y j, 3-

To the outer end of the piston-rod Cof the main or center cylinder, A, I secure, by the intermediate slotted head or hub, c, the inner end `oblong opening in the dead-wood of the vessel,

the outer or rea-r end of the shaft D being journaled in a standard, C, erected upon the hedplate D4 ofthe engine, in manner similar to the standard C", before named.

'Io the center of .the cross-head d, I pivot the adjacent inner edges or pintles of twin liar., thin blades or wings e e, which, combined, constitute the body of the folding propeller, these blades being preferably oblong rectangles in outline, and being of a length and width according to the nature and capacity of the vessel they are to drive.

In some modified forms of my propeller I 'l-employ but one piston and cylinder to open and close the blades and drive the propeller;

- but as shown in the present instance the piston-rod of the center cy linder and the propel- 1er-shaft D are in axial alignment. Hence, in

order that the side cylinders and their pistons may function to aid in operating the propeller, it becomes necessary to divert the rods ofthe said cylinders from the axes of the latter in `order to operate upon the propeller through the tubular shaftI), and to this end I employ the transverse yoke or bar V', before meu-` tioned as connecting the outer ends ofthe two piston-rods-W' W2. The yoke V' is connected at its center to the inner end of a rod or shaft, a, contained within the propeller-shaft D, such yoke playing within the slot'bof the cross-head c and operating to open and close the blades of the propeller through theV medium of the shaft a.

To the outer end of therod or shaft a, I secure at its center a vertical bar, G, and l create in opposite walls of the shaftD slots or openingsff, which together forni a common passage to receive the head G and permit ot' play of such head by and with the said-rod t and to and fro of the shalt D. To each extremity of the head or bar G, l pivot one end of one of twin links, gg, the opposite or inner ends of these linksbeing pivoted respectively to the outer edgesof the blades e e of the propeller.

Returning to the construction of the cylin-` ders andftheir ad j uncts, it will be seen that the inner table, D, has upon each side two ports, those upon one side being represented by Q' and K' and on the other by G'i and S', these `ports being placed alternating or obliquely `with respect to each other, in order that their respective operating-levers shall not interfere.

l The valves of the ports are ordinary drop check-valves, the valve of the port Q' being shown by the letter Q", ofthe port K' by the letter K", of the port G4 by the letter G", and of the port S' by the letter S". The ports K' Q are always live-steam or inlet portsjwhile the ports G4 S' are always exhaust-ports. The ports K' K' communicate with the adjacent or inner end ofthe center cy linder, A, by a passage, L'. The port Q' connects with the adjacent or inner end of the side cylinder B2 by a vertical passage, Q5, directly beneath it. The eX- haust-port G4 makes exit from the adjacent or i nnerend ofthe opposite side cylinder,'B3, liy a directpassage, a3,while the exhaust port S' makes eXitfrom theadjaceut or inner end oftheeenter or main cylinder, A, by a passage, b3, and is alwaysfullopeuwhilethevesselisbacking. Upon the opposite or outer table, D', the above arrangement of ports and valves is duplicatedthat is, U' and lt' represent live-steam or inlet ports upon one side of such chest, which are always inlet-ports, and T' H4 exhaust-ports upon the opposite side, which are always exhaustports. The valve of tlie port U is sh own at U", of the port It' atl of the port T' at T", and of the port H4 at El". The portI U' communicates with the adjacent orouter end ofthe side cylinder B2 by a vertical passage, d3, directly beneath it. The port R' communicates with the adjacent 'or outer eud of the main or'ceu-v the port H4 makes exit from the adjacent or outer end ofthe center cylinder, A, by a passage,-c3. Each valve ofthe entire series is `lowered (when permitted to do so by the recession not'its actuating-cam) bya coiled spring, h3, which encirclesits stem and exerts its stress between the top of the valve and the under side of the cap-plate c'f, which constitutes a guide-to the upper part of the stern of each valve and serves to close the top or mouth of a hollow boss, k3, erected upon the table D or D', the interior of this boss constituting an individual valve-chamber, and the various valvechambers thus provided communicating respectively with the inlet and exhaust ports of the engine, as hereinafter explained.

In order to a clear understanding of the coniplex'arrangenient of the valves and adjuncts in this engine, I have shown the valve-chamber ofthe valve K" at n3 and its stem at r3, of the valve Q" at maand its stein at a3, ot' the valve G" at o3 and-its stein at w3, of the valve S" at p3 and its stein at x3, ot' the valve U" at g3 and its stem at ys, of the valve It" at k3 and its stem at z3, of the valve T" at s3 and its stein ato, and of the valve I-I" at t3 and its Stein at b4. individual valve-chambers are to be supplied with steam from a common supply-pipe, as shown in Figs. 1,4, and 6 ot' thed-rawings. As before stated, each valve is lowered and closed by the function of a spring', and to raise and open the various valves I proceed as follows: With each valve I employ a horizontal lever,

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It is to be understood that these largest diameter or swell of a cam.

c4, arranged transversely of the tablev D or D' and pivoted at its base to the top of a post, d4, erected upon said table to one side of the latter, these levers being arranged necessarily alternately in opposite directions, and the nose of each extending through an eye or guide, e4, formed upon or secured to the top ot' each valve-stem. The center of each lever c4 carries an anti-friction bowl,f4, to bear upon the periphery of the cam below it. The various cams for operating the levers c4 are of equal capacity, but differentially disposed, and are secured t'o a common horizontal shaft, g4, located longitudinally and centrally over the main cylinder A, and mounted in bearings o1 brackets h4, secured to the outer ends of said cylinder, continuous rotary motion in one direction heilig imparted to this shaft by means hereinafter explained, and it being journaled in its bearings in such manner as to be susceptible ofshort endwise movementsor shug." 'Io shug the shaft g4, I employ an upright reversing-lever or shipper, (shown at 4in .the drawings,) which is pivoted at its lower end to the top of the main cylinder A, and carries upon one side a sliding bolt-,34, for locking it in position, thelower end of which bolt operates with two notches, [c4 L4, created in the upper edge of a sectoral plate, m4, secured to or formin g the upper part of a vertical post, n4, erected also upon the top of thecylinder A and alongside the lever i4, a suitable hand-latch, o4, being pivoted to the upper end or handle of Vthe lever t4, to control the movements of the bolt, after the manner of reversing-levers of locomotive-engines.

The series of cams for operating the valvelevers and valves when the vessel is to' be propelled ahead are as follows: the cam for operating the valve G" at J4 and for operating the valve S" at X'. The inlet-valve U is compelled to remain closed by its spring during the entire time the vessel is being propelled ahead, and to accomplish this l employ, in place of an active cam, a concentric circular disk orrhead, U44, which I term a dummy," since its action upon the valve-lever does not fluctuate, the diameter of this dummy beingequal to or preferably slightly less than the smaller diameter of a cam, in order to have no effect in lifting a valve-lever. The cam for operating the valveIt" is shown at R3. The valve T" is compelled to remain full open against the stress of its spring during the time the vessel is driven ahead, and to effect this I employ, in place of an active cam,'a concentric circular disk or dummy, Y', the diameter of which is equal to or preferably slightly greater than the The cam for operating the valve H" is shown at L4.

The cams that come into use when the shaft i; shugged, preparatory to backing the ve ssel, are as follows, (see Figs.2 and 14:) The cam for operating the valve Q" is shown at E4 as formed upon or secured to the opposite end of the hub E5, which is common to it and the cam P'.. The valve Kll is compelled to remain closed during the entire time of backing the vessel, and for this purpose no cam is employed to act upon its lever, but in place of the cam a dummy or concentric circular head ordisk, U4, is formed upon the opposite end of .the hub F5,wl1ich contains the cam J', which dummy G4, as its diameter is less than the smallest diameter of a cam, has no effect to raise the valve. The valve G" is operated by a cam, K4, secured to or formed upon the end ofthe hub G5, which carries the. cam J4. rIhe valve S" is compelled to remain open duringthe time the vessel is being backed by the employmentof a second dummy or concentric circular disk or head, D4, formed upon or secured to the opposite end of the hub H4, which contains the cam X', the diameter of this dummy D4 being equal to or somewhat greater than the largest diameter ot' a-cam. The valve U" is operated by the cam A4, secured. to or formed upon the hub I5, which carries the dummy U2, before explained. The valve R is operated by the cam F4, secured to the opposite end of the hub J5, which carries the cam R3. The valve T" is operated bythe cam B4, secured to the opposite or inner end ofthe hub K5, which carries the. large dummy Y', and the valve Il" is operated by the cam 14, formed upon or secured to the opposite or inner end of thehub L5, which carries the cam L4.

When the vessel is to be driven ahead the shaft g4 and the cams carried by it stand in the relative positions shown in lFigs 2, 4, 5, 6, 7, 8, 9, 10, and l1 of the drawings-that is, in their extreme inward positions-in which case the cams J', X', P', J4, L4, and R4 and the dummiesY'U2 are brought into action. When the vessel is to be backed the lever or shipper i4 is to be reversed and the cam-shaft and its cams brought to their extreme outer positions, in which case the cams E4, K4, I4, F4, B4, and A4 and the dummies U4 D4 are brought into use.

The ccntercylinder and the side cylinders are of equal length, but are not arranged in the same plane longitudinally-that' is, the center cylinder-stands in advance of the side cylinders a distance equal to that necessary for either the center or side pistons to travel in order to open or close the vanes of the propeller, for the reason, as before stated, that the pistons of the side cylinders continue to advance in the act of closing the blades as the propeller completes its outgoing stroke (when the vessel is driven forward) after the piston of the center cylinder has completed its traverse, whereas in the act of backing the vessel the center piston continues on as the propeller completes its inward traverse to close the vanes-after the pistons of the sidecylinders have completed their strokes. I prefer, for convenience of construction andneatness and compactness in appearance, that the three cylinders shall outwardly present an appearance IOO IIS

of equal length, and to this end I close up the outer or rear end of the main cylinder and the inner or front ends of the side'cylinders, as

shown'at p4 and g4, respectively, (see Fig. 12;)

i p g4, I proceed as follows:

but these spaces between the outward boundary of the center cylinder and the inner boundaries of theiside cylinders are of greater length than is necessary to permit of the con` tinued movements ot' the piston named, in order to allow a cushion of live steam to be introduced between each piston as `it completes its stroke and the respective head ot' its cylinder. Myrobject in employing this cushion of steam is to aid in absorbing or lessening the strain and` thrusts upon theengine incident to the arrest and reversalof the strokes of the pistons in the absence of a crank-motion.

To convertor transform the reciprocating movements ot' the pistons into continuous ro- Vtary motion in one direction of the cam-shaft M5 in the drawings denotes a narrow Hat bar or shaft of uniform thickness and width and ot' a length fully equal to the eXtreme length of the stroke of the pistons, this bar, which is in effect a rock-shaft, being journaled at each end in the bearings or standards G1 C9, before alluded to, and being parallel with the three piston-rods and to one side of the center rod, l G, this bar or shaft M5 being given a twist of Aone-half a turn in its ett'ective length.

Upon' the top of the cross head c, I erect a block-*or head, N5, which has a longitudinal horizontal passage, O5, to receive securely the bar M5; and it is obvious that, as the block N5 follows the movements of the cross-head c during thewreciprocations of the latter, it will iinpart alternating intermittent torsive or rocking motions to the bar M5 upon its journals to the extent in each direction of a half-turn, or one hundred and eighty degrees of a circle. Moreover, to the inner end or journal, D1, ot' the spiral rock-shaft M5, I secure a spur-gear, G9, and 1 inclose the adjacent end or journal E1 of the cam-shaftfgtin a sleeve or tubular shaft, C19, which is secured to such shaft, 'and I mount loosely upon the outer end of this sleeve C19 two spur gears, A9 A19, each of which operates upon or takes hold ot the sleeve at times by a spring-impelled dog, m5, or tn,*`(sce Figs. 20, 21, and 22,) pivoted at one end to the `gear and contained in a pocket in 5o the end of such gear, as sho'wn at o, the nose oteach dog taking into or operating with one. of two notches, .p4 and g4, in the periphery of the sleeve ora swell or hub, g5, ot' said sleeve, these dogs taking hold of and acting upon the sleeves in the saine direction through the gears carrying them advance intermittently in opposite directions. The dogs m4 at and the notches p* g4 are arranged diametricall y opposite each other, and each gear A9 and A19 advances intermittently a half-revolution with each half-turn of the rock-shaft; and to ett'ect these alternating semi-rotations in opposite directions of the said gears A9 A1", I proceed asfollows: The teeth of the driver C9 extend preferably, though not necessarily, entirely across its face. The gear A9 engages and is driven by thesaid gear C9; and iuordcr that of the said driver G9, and this intermediate D9 in turn engages and drives the gear A19. The sleeve O19 has a flange or shoulder, r4, upon its inner end, to bear against the adjacent end ot' the bearing or bracket h4 of the center cylinder, while the outer gear, A19, is prevented from slipping off the sleeve U19 by a screw passing through a washer, s4, overlapping its outer end and screwing into the end of the said sleeve. The gear A9 is retained in place by the bearing h4 upon one side and the end of the swell g5 of the sleeve G19 upon the other. Vith each traverse of the cross-head c inward, as shown by its arrow l, (see Fig. 13,) the rea-der being supposed to i'ace the outer ends of the propeller, the rock-shaft M5 is rockedA to the extent of one-half turn to the left, which necessarily rotates the gear G9 to the left an equal distance, or half-turn, and this semi-rotation of the gear G9 rotates the gear A9 to-the right also a half-turn. As the gear A9 thus de scribes a semi-rotation its dog m4 takes hold upon the sleeve G19 and rotates the latter also a half-turn to the right, and this imparts a semirotation in the same direction to the cam-shaft. As the gear A9 advances and rotates the carnshat't, as last stated, the gear A19, by reason ot' the intermediate D9, is driven a half-turn in the opposite direction, or to the left, and its dog slips over the periphery of the sleeve G19 without etfeet upon the latter-that is to say, the gear A19 and its dog retreat in readiness to act in their turn upon the sleeve to advance the cam shaft a halt-revolution. upon the return or outgoing traverse ot' the cross-head c. As the cross-head c returns-that is, executes its outgoing stroke-the gear A9'is idlle,an'd the gear A19 is active; in other words, the rock shaft is rocked or rotated a half-turn to the right, the gear G9 a half-turn in the same direction, and the gear A19, by means ot' the intermediate D9, is rotated a Vhalf-turn to the right, and its dog 'n4 takes h'old upon the sleeve C19 and advances the latter and the cam-shaft a half-turn to the right, or in the same direction as driven by the gear A9 at first, the said gear A9 during the active advance ofthe gear A19, as last stated, returning or retreating to the left, in readiness to again take hold of the sleeve upon the ingoing of the cross-head. The alternating semi-rotations of the gears A9 A19 and their dogs thus become continuous, and the cam shai't is rotated continuously in one direction so long as the cross-head c reciprocates. The cross-head c. spiral rook-shaft M5, gears G9, A9, A19, and D9, and dogs m4a1 constitute, in elect, a simple and effective TIO4 IZO

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double-treadle motion, whereby the reciprocations ot' the pistons of the engine are converted into continuous rotations of the cam-shaft.

To absorb or relieve tosome extent the shocks and thrusts consequent upon the arrest ofthe momentum and the reversal of the stroke of the pistons, in the absence of a crank-inotion, I employ dash -pots 7 of ordinary consrs vessel is driving ahead by its dummy u2.

struction, which I provide in the present in: stance by creating a pocket, s4, in each standard G7 C8 and adapting the ends of the crosshead c to enter and till these pockets with an air-tightjoint. rlhe dash-pots operate as with such devicesin general. As the end of the crosshead completes its traversein one or the other direction and enters the pocket the air in the latter is compressed with greater or less power, according to the distance the cross-head penetrates, and offers a resistance to the cross-head, thereby cushioning the cross-head and absorbing to a great extent the shock and concussion which would otherwise ensue upon its arrest and reversal. For similar reasons, I add a dash-potto the interior ofthe cross-head c by adding to the inner end oi' the shaft et a plunger, t5, adapted to closely till the outer end of the said cross-head. This dash-pot aids to absorb or relieve the thrust consequent upon the resistance ot' the water to the propeller, as the propeller executes its outgoing traverse and its'hlades untold.

The operation ot' this engine and propeller is as follows, premising the description by the statement that the pistons andthe valves and their operative cams are in the relative positions shown in the drawings, with the excep- 'tion of valve K, which is shown as closed, but

is to be open, and the intention bein g to propel the vessel ahead: Both the main piston and auxiliary pistons are at their extreme positions at the inner or front ends 'of their respective cylinders, asshown in Fig.'2'of the drawings. rlhe inlet-valve K is to be open by the shortest side or diameter of its cam-J being uppermost and permitting the spring of said valve to hold it closed upon its seat. The valve Q is closed, and soonato open, as the shortest ot'its cams, P', is uppermost. Valve S is closed as the short- .est diameter of its cam X is uppermost, the Valve U being permanently closed while, the |lhe exhaust-valve 'I`` is held permanently open while driving ahead by its dummy Y. The valve R" is closed by the smallest side of its cam R3 coming uppermost. lIhe exhaust-valve H is open by the superior side of its cam L4, and, finally, the exhaust-valve Gr4l is closed by the smallest side of its cam J4. The propeller is closed and necessarily stands at its extreme inner position. Steam, being let on,l enters the inner end of the main cylinder A through the passage L and starts the piston B of this cylinder outward, or in the direction of its arrow 1, at same time putting the cam-shaft iu rotation until the blades ofthe propeller are nearly open, at which point the said pist-on B arrives opposite the pistons E E of the side cylinders, B2 B3, (though this exactrelation oi' these is not important,) and the cam P presents its longest diameter uppermost and opens the inlet-Valve Q", and live steam is admitted to thel adjacent or inner ends of the side cylinders through the passage Q5, and the three pistons traverse .their respective cylinders in company until the end of' the outward traverse ot the center piston is about reached. when the inlet-valve K closes bythe smallest side of its cam J and the inlet-valve R is opened by thelsuperior side otits cam R3, and live steam is admitted to the outer end ot' the center cylinder'. A, in advance ofits pistou B to cushion the latter. The valve K remains closed until the pistons E E complete their strokes and the blades ofthe propeller are fully elosed,:(owing to the momentum of the propeller and its adjuncts and the superior area ot' the two side pistons which together operlate to overcome the pressure of live steam lupon the center piston admitted through the port R', just opened,) it being understood that during this outward traverse ot' the propeller the completion ofthe opening of its blades has been effected gradually and quietly by the resistance ot' the water, without shock or strain to the vessel or machinery, and hy the dashpot in the cross-head c; and it being also uuderstood that while the pistons are executing these traverses in company the center cylinderis exhausting from the port H4 by way ot'its passage g3, and the side cylinders from the port T by way ot'the passage]3 from the cylinderB.

Simultaneous with the completion of the traverses of the side pistons last explained and the openingof the valve R the exhaustvalve S of the center cylinder opens (by the longest side of its camX acting upon and raising the lever ot' such valve 8) iu readiness to permitof exit of exhaust-steam from this end of said center cylinder by way ot' the passage b3. its cam P simultaneously with the opening ot' the exhaust-valve S and the inlet-valve It, while with .the closing of the valve Q the exhaust-valve Gr4 opens by the superior side ot' its cam J4 acting upon its lever. The propeller now stands at its outward extreme with its blades closed. The propeller now returns in its folded state as follows: The main piston B moves inward by steam admitted to the outer end ot' the center cylinder by the port R, opened as last explained, (the valve U, as stated, remaining permanently closed and the tendency to a vacuum in the side cylinders being relieved by the exhaust-port- T ot the cylinder B3, which, as stated, is also permanently open, while the vessel is bei-ng propelled ahead,) and completes its stroke,carry ing with it in the same direction, by means of the yoke V', the side pistons and their rods, such pistons being passive for the reason that the Valve U is closed, asl stated, for the purpose of preventing premature opening of the propeller and the tendency toa vacuum in the side cylinders being relieved by the open ex- The valve Q closes by the lesser side ot IOO IIO

IIS

- the vvessel is backing.

rversinglever or shipper 4 and reverses its position and shugs the cam-shaft g4, thereby throwing the cams J', X'; P', J4, 14, and B3, and dummies Y and U2 out of action. and l'iringing into action the opposite cams, E4, K4, 14, F4, B4, and A4, and dummies@4 and D4, the dummies Y' and U2 being replaced by the cams A4 B4 and the cams J X' by the dummies U4 D4,Awl1ile the cams R3 P' are replaced by the cams E4'F4. and the cam J4 by the cam K4, and the ram L4 by the cam I4. In' this change of cams the valves stand inthe following positions: Th valve K" is, closed by its dummy C4, and remains closed while the vessel is backed. The valve Q" is closed as before. The Valve S" is held full open, and remains open While backing by the dummy D4. The valve U" is closed by the smaller side of its cam A4 being uppermost. The valve G" is closed by the lesserside of its cam K4 coming uppermost. The exhaust-valve T'l opens by the longest side of its cam B4 being uppermost. The valve H" opens by the superior side of its cam I4 being uppermost. The live-valve It" is closed by the shortest side of its cam F4 being uppermost. The steam being let on or already on, the inlet-valve Q," Opens by the largest side of its cam E4 coming uppermost, and steam is admitted to the innerends of the side cylinders by the port Q' and passage Q5, (it being remembered that these two cylinders are in free cominunicatiom) and impels the pistons E E' outward, carrying with them by means ofthe yoke V' the center piston, B, which is at this time idle, owing to the fact that its valve K", as before stated, is closed by its dummy G4, and remainsthns closed while the vessel is backing to prevent premature opening of the blade ot' the propeller, the tendency to a vacuum in the cylinder A being relieved by the,

exhaust-port S', which, as before stated, remains open by its dummy D4 during the time The pistons Brand E E' travel together, asstated, until they reach the extreme of their outward traverse, the side cylinders meanwhile exhausting from the cylinder B3 through its passage f3 and port T', when the inlet-valve Q" closes by the recession of its cam'E4 and cuts o steam to the side cylinders, while simultaneous therewith the valve U" opens by the superior side of its cam 1 stroke for a short distance until the propellerblades are full open, when the yoke V' takes `1er, until the side pistons reach the extremes of their strokes in this direction, (the side cylinders meanwhile exhausting from the cylinder B3 through their common passage, a3, and port G4,) when the inlet-valve U" closes by the| receding of its cam A4 and steam is cut oit' from this end'ot' the side cylinders, and simultaneous therewith the exhaust-valve T" opens by the ascent ot' the longest side of its cam B4 and the valve Q" opens by the ascent of the superior side ot its cam E4, and steam is admitted to the inner ends of' the side cylinder-u Each cam of the series is of like form and construction, and is constituted as follows,

(see Figs. 15,16, 17, and 23 z) A circular hub, a5, is employed, which is secured to the shaft One of the cams, as an illustration, is shdwn at g5 in the drawings as a fiat plate having a circular concentric opening to inclose a shoulderupon thehub, and is to be secured to thehnb by a set-screw or otherwise. Moreovenwith each cam I employ a cut oft', which is a thin, tlat plate, Q15, inclosing an eccentric shoulder IOO upon the end ot' the hub, and adjustable upon such shoulder with respect to the cam, a setscrew passing through a slot, 105, in such cutoff, and screwing into the end ot' the hub, serving to hold the cut-oli' rigidly to the hub when its position upon the latter is determined. The cut-ott' e5 is segmental in form, and its longest diameter or portion m5, which is im inediately in rear of the swell of the cam, serves to hold open avalve the requisite length of time. By changing the position of the cut-ott' with respect to the cam the admission ot steam to the cylinders is cut oft' at any desired point in the strokes ofthe pistons.

By the employment ot' two auxiliary cylin- IOS IIO

ders and pistons-operating upon each side the main cylinder and connect-ing the rods of said cylinders by ayoke secured` to the shalt which operates the edges ot' the propellerblades, as stated, l am enabled to exert the t power of the auxiliary piston equally upon opposite sides of the propeller-shaft, thereby ob- ,viating one objection found in my patented propeller before namedthat is, the one-sided or unequal direction ot' the etfort of the engine when transmitting power through the medium .ot suoli side cylinders to open the propellerblades at the beginning ofthe active stroke when backing the vessel, when but one side or' have free intercommunication, and one of them could be omitted and the whole apparatus would be operative, the only chan ge necessary being to group all the ports in one cylinder. The employment of two auxiliary cylinders carries the entire device to a point of extreme perfection; but since one alone may be employed without inwalidatingI the operation of the propeller I ldo not restrict myself to the arbitrary use of two. So, also, with regard to the blades ofthe propeller, I have described a pair; but it is evident that one alone may be employed without calling in the skill ofan experienced mechanic to make the change. In fact, in practice I shall probably use but one blade and employ a pair of propellers reciprocating alternately.

Owing to the absence of the-dead-point of a crank-motion or other indirect connection between the cylinders and propeller, the pressure of steam upon the latter is in my system constant and uniform. Hence when the momentum of the vessel is angmen ted during the active stroke of the propeller the momentum or Speed of the latterincreases in proportion with that of the vessel, and therefore exerts a uniform power during its entire stroke.

y bringing the combined power of the three cylinders into action to drive the propeller in its active stroke and but a portion of them on the return or idle stroke, I economize steam and avoid much of the shock resulting from the overcoming of the inertia in reversing the stroke ofthe propeller.

An obvious modification of the details of my mechanism, involving no invention, would be to connect the piston-rod of the main cylinder 'with the edges of the vanes and the rods of the side cylinders with the bases or hinge of such vanes.

I claimi 1. In combination with a folding propeller blade or blades, a cylinder-piston and pistonrod operating on the. hinge of the blade or blades, an auxiliary cylinder-piston and piston-rod,-or more than one, acting on the outer part of the blade or blades, and valves and mechanism whereby the motion of the pistonrod attached to the hinge of the blade or blades is caused to stop before that of the rod or rods attached to the outer part of each blade, in order that the blade or blades may be fully closed before the return-stroke begins.

2. In combination with a folding` propeller blade or blades, a cylinder-piston and pistonrod operating on the hinge of the blade or blades, an auxiliary cylinder-piston and piston-rod, or more than one, acting on the outer part of each blade, and valves and mechanism whereby the rod attached to the hinge is rst caused to advance to partly open the propeller blade or blades, and then both the rods or all the rods are caused to advance together, in order that the opening of said blade or blades may be effected gentlyA by the pressure ofthe water and the shock of sudden forcible opening avoided, substantially as set forth.

3. The combination, with a propeller coinposed of one or more folding vanes, operated by a main and one or more auxiliary steam-cylinders, pistons, and valves to expand on the active stroke and close on the return, and the various ports and valves of said cylinders, ot' two sets ot' cams and passive hubs for controlling the positions of the valves, these cams and hubs being carried by a common rotary shaft susreptiblepof end shug, and one set ot' cams and. hubs being brought into use when the vessel is driven ahead and the other when the vessel is backed.

4. In propellers for navigable vessels, coinposed of one or more folding vanes adapted to expand on the active stroke and close on the return, and operated in these movements by two steam-cylinders and pistons, the rod of one 4of which is connected with the outer edge of the vane and the other with the hinge ot' such vane, substantially as explained, and the arrangement of the various ports and valves ofthe conjoint cylinders, substantially as specitied and shown, whereby live steam is admitted to the inner ends ofthe auxiliary cylinders in front of their pistons to cushion the latter as they reverse their motion.

5. 1n propellers for navigable vessels, composed ot' one or more folding blades expanding on the active stroke and folding on the return, and operated in these movements by main and auxiliary steam-cylinders, pistons, and rods, the combination, with the various valves and ports ot the cylinders, and operating such valves, of two series of cams secured to a single shaft which has provisions for end sling, one set of such cams actuating the valves to drive the vessel ahead and the other to back the vessel, and both actuated by a suitable hand-lever which controls the endwse adjustinent or shug of the shaft.

6. In reciprocating propellers fornavigablc vessels, main and auxiliary cylinders, (one main and one or two anxiliary,) and pistons and rods, in combination with the propellerblades hinged at their inner edges, the piston- Arod ofthe main cylinder-being connected with the hinge ofthe blades and the rods of the auxiliary pistons being secured to opposite ends ofayoke which intersects the main piston-rod and is connected with the rod which actuates the outer edges of the blades.

7. The combination, with a propeller coinposed of one or more folding blad( s or vanes adapted to expand on the active stroke and fold on the return,of two steam-cylinders with their pistons and rods, and arranged upon opposite sides of the rst, the piston-rod of one cylinder being connected in direct line with the propeller-shaft and the other with the shaft which actuates the vanes by an intermediate or bar, which intercepts the pistonrod ot' the first in such manner that the coinbined power ot' the two auxiliary pistons is exerted equally upon opposite sides of the latter-named shaft.

8. In combination with a folding propeller IOO blade or blades, a `main steam'cylinder, two auxiliary steam-cylinders, and the pistons and piston-rods of these three cylinders, the two auxiliary cylinders operating together,and all the rods being connected to the vanes.

9. The combination, with a reciprocating propeller for navigable vessels, composed of a pair of folding blades adapted to expand on the active stroke and fold on the return, of a main central cylinder and a pair ot' auxiliary intercommunicating cylinders disposed upon opposite sides of it, the combined capacity of the two auxiliary cylinders exceeding` that of the main cylinder, for purposes stated.

10. In propellers for navigable vessels, composed ot'one or more foldin g blades adapted to expand on the active stroke and close on the return, and operated by two or more steam-cylinders, with their respective pistons and rods,

as stated, the combination, with the various 'valves and ports of said cylinders, ot' circular hubs for operating upon a portion of said valves and active cams operating upon others of said valves.

ll. In combination with the vane or vanes ot'a propeller, and as a means of converting the rectilinear reciprocating movements ot' the piston-rods into continuous rotary motion of the cam-shaft, the spiral rock-shaft playing within and rocked by the `cross-head of one piston-rod, and connected with the cam-shaft by two alternately-operating gears carrying spring-impelled pallets or dogs to take hold of and advance such shaft.

12. In combination with propeller-blades and cylinders, pistons, and piston-rods oper-A ating said blades, as stated, a shaft and set of cams for operating the valves and ports ot' said cylinders, each cam being adjustablyattached to a hub secured to the said shaft, substantially as set forth.

13, In combination with the propeller-blades and the cylinders, pistons, and piston-rods whereby they are operated, a set of cylindervalves, valve-rods, operating-levers, and a shaft carrying cams which actuate said levers, substantially as set forth. I

14. In combination with a pair ot' folding propeller blades or vanes, three cylinders, with their pistons, piston-rods, and valves, and mechanism whereby the motion ot' the piston-rod attached to the hinge of the blades is caused to stop before the rods attached to the outer edges ot' the blades, in order that the blades may be fully closed before the return-stroke begins.

In testimony whereof I aflix my signature in presence of two witnesses.

RICHARD SMITH. Witnesses:

H. E. LODGE, VF. CURTIS. 

